Locomotive valve gear



Jfily 6 1926.

o. w YOUNG.

LOCOMOTIVE VALVE GEAR Filed Sept. '17, 1921 3 Sheets-Sheet 1 INVENTOR ATTDRNEY July 6 Q1926.

O. \N. YOUNG I LOCOMOTIVE VALVE GEAR Filed Sept, 1'7, 1921 3 Sheets-Sheet 2 kiiQ U INVENTOR ATTORNEY July 6 1926.

O. W YOUNG zj'ugfmon 01 023 PM ATTORNEY Patented July 6, 1926.

UNITED STATES PATENT oFF-IcE.

OTIS W. YOUNG, OF CHICAGO, ILLINOIS, ASSIGITOR TO THE PYLE-NATIONALT COM- IPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF NEW 'J'EZRJ5L'E1Y LOCOMOTIVE VALVE GEAR.

Application filed September 17, 1921. .Serial No. 501,377;

My invention relates primarily to valve and reversing gears for steam engines and has particular reference to a gear for use with the well-known type of railroad locomotive which is driven by two steam engines, one on either side of the main frame, and it has for some of its objects to provide means for making the piston of one engine provide the lap and lead movement for itself and the valve travel for the other engine and vice versa and has for other objects to provide a light and durable mechanism, one in which very long valve travel without undue angularity can be had and in which a minimum number of change able or other variable part-s appear. Still other objects will appear as the description proceeds.

It is illustrated more or less diagrammatically in the accompanying drawings, wherein:

Figure 1 is a perspective diagrammatic view,

Figure 2 is a detailed view with parts in section of the concentric shafts,

Figure 3 is a detailed view of the radius bar, 7 Figure 4 is a detailed view of the reverse shaft,

Figures 5 and 6 are details.

All parts are indicated by like letters throughout the several drawings. Since my invention is primarily applied to lo'co'motives, I have illustrated it diagrammatically so applied. but in so illustrating it, I have omitted all working parts and details of the locomotive which are not directly con cerned with the operation of my invention,

since the application of the parts herein illustrated will be clear to any one instructed in the locomotive art.

A are cross-head guides in which reciprocate the cross heads A, which transmit their impulse by the shafts A to driving wheels, not herein shown. Connected to the cross-heads are the piston rods A which carry the pistons A reciprocating in the usual engine cylinders, not herein. illustrated.

B is a steam chest piston valve, diagrammatically illustrated and adapted to reciplocate in a steam chest of the usual type, not herein illustrated. B are valve rods, pivoted to links B B B is in turn pivoted to the floating lap and lead lever B, whileB is pivoted to a similar lever 13".

Pivoted to the cross-heads A are floating links: C, the outer ends of which are pivoted to the lower extensions C" of the reversing links G which are rotatably mounted as at G on the locomotive frame, not herein shown. Pivotedto the upper ends of the reversing links are the combination links or reach rods C the opposite ends of which are pivotally secured to the upper ends of the floating levers B, and B respectively.

D is a solid shaft extending across the locomotive frame and rotatably mounted and be secured to the radius bar lifter block. D whose connection with the reversing gear will later be described. Pivoted to the crank D on the opposite end of the shaft 1) is a floating lever B, earlier described.

Rotatably mounted on the shaft D and concentric with it is the hollow shaft E having the bearings E and the sleeves E from which project the crank arms E and E On E is pivoted the floating link B which in turn is pivoted to the link or reach rod C and thus to the reversing link C Pivoted on the crank arm E is the radius bar D identical with the bar D and similarly engaging a reversing link C and provided with a radius bar lifter block D. The projecting ends of the shaft D- serve as. supporting bearings for both shafts.

F is a reversing shaft on which is pivoted a reversing bar F, the lower arm of which F has pivoted to it a reach rod F the opposite end of which is pivoted in a yoke F and pivoted to the reversing lever F The upper arm F terminates in a fork I! the arms of which engage the sides of the radius of the radius bar D Pivoted to the arm F is the reach rod F the opposite end of which is pivoted to the yoke F*.

It will be evident that while I have shown in my drawings, an operative device, still many changes might be made in the size,.

shape, and arrangement of parts without departing from the spirit of my invention. 1 wish therefore, that my drawings be con sidered as in a sense diagrammatic.

The use and operation of my invention are as follows:

It must first be understood that the valve movement for the two engines of the locomotive is obtained entirely from the piston movement of those two engines. The peculiarit-ies of lap and lead in valve travel, are, of course, well known and need no particular discussion at this time, Suffice it to say, that it is necessary to have two separate sources of power in order to provide the proper lap and lead and valve travel move ment. In my arrangement, I make the reciprocation of the piston of each engine give the lap and lead movement for its own valve and at the same time give the valve travel movement for the valve of the other engine. Thus it is necessary to connect across between the two engines ,by any suit able means such as the two rock shafts shown.

Referring first to Fig. 1, when the piston reciprooates it will cause the reversing link to rock back and forth. The rocking of this link will cause the floating lap and lead lever to reciprocate, and assumingfor the instant that the arm on the hollow shaft which supports the floating lap and lead lever is fixed, the only movement given to the engine valve on the right hand side will be the lap and lead movement caused by the rocking of the lap and lead lever. This movement is a very slight movement, as may be seen by the arrangement of the lever. lVe have assumed that the lever on the hollow shaft upon which the lap and lead lever on the right hand side is mounted is fixed.

Referring again to Fig. 1, we see that the reversing gear has been manipulated to bring the radius bar block near the upper end of the slot in the reversing link. The engine on the other side will similarly have the block near the bottom of the reversing link as it will be noted that the reversing mechanism is such that when one bar goes up the other goes down, In double cylinder engines the main rod connection to the driving Wheels is in effect a crank on each end of the driving axle, one crank on each end of the driving wheels is in effect a crank on. each end of the drlvmg axle, one crank "v in advance of the other. Consequently one engine, usually the right engine may be said to lead the other 90. If, however, we

should consider the left hand engine as leading its lead would then be 27 0 instead of 90. For this reason a valve deriving its entire movement from the reciprocation of the pistons must be arranged for valve travel producing mechanism direct on one side and indirect on the other. This is the reason for causing one radius bar to go up when the other goes down. Now with the engine moving the reciprocation of the cross-head will result in a rocking of the reversing lever and this rocking of the reversing lever will result in a rocking of the floating lap and lead lever and thus the valve on the right hand side will be given this lap and lead movement owing to the rocking of the right hand reversing lever and the same will be true of the valve on the left hand side owing to the rocking of the left hand reversing lever. lVlien the two blocks are moved away from the center of the reversing levers, the radius bars will commence to reciprocate and the reciprocation of the radius bar will tend to rock the two concentric shafts which extend across the engine. The rocking of the radius bar on the right hand side will result in a rocking of the lever which supports the lap and lead lever on the other side, that is to say, for the left hand engine, and the left hand piston thus takes its lap and lead movement from its own piston but gets its valve travel from the reciprocation of the piston of the engine on the other side.

The reversing rod is so controlled by the reversing lever that a pull on the lever to the left, as illustrated in Fig. 1, will depress the radius bar- D and raise the radius bar D since, of the two reach rods, one rotates the reversing bar arm which is pivoted on the shaft, and thus depresses its outer end. The other rotates the reversing shaft in the opposite direction and thus lifts the crank arm on the outer end of the shaft and with it lifts the radius bar 1).

I claim:

In a duplex valve gear a reversing means comprising a single rotatable shaft extending from side to side of the mechanism, a lever fixed thereupon, a second lever rotatable thereupon, a valve operating element secured to each of said levers, an additional reversing lever rigidly secured to said rod and a reversing lever in rigid relation with the lever rotatably mounted on said rod, a connection between each of said last mentioned levers and an operating element, adapted, through said connections, simultaneously to rotate the valve operating levers in opposite directions.

Signed at Chicago, county of Cook and State of Illinois, this 9th day of September 1921.

one w. YOUNG. 

